DE102019114346A1 - Brake system for an agriculturally usable trailer and an agricultural train set, comprising a tractor and at least one trailer coupled therewith - Google Patents

Abstract

A brake system (10) which operates with pneumatic pressure is disclosed for a trailer or for an agricultural work machine. The brake system (10) has a trailer brake valve (24) for the braking force-dependent specification of an actuation force for brake cylinders (38, 40) assigned to at least two wheels of a trailer or machine axle. An input manipulated variable for load-dependent variation and / or throttling of a control pressure of the wheel brake cylinders (38, 40) can be specified manually by means of an adjustable automatically load-dependent brake force controller (22), in particular as a function of a load status of the trailer or the agricultural machine Cargo trailer which has at least one axle and at least two braked wheels and which is equipped with a brake system (10) working with pneumatic pressure. The invention also relates to an agricultural machine which is equipped with a brake system (10) working with pneumatic pressure .

Description

The present invention relates to a pneumatic, hydraulic or similar brake system, a trailer equipped therewith and an agricultural train set, comprising a tractor and at least one trailer coupled therewith with a pneumatic, hydraulic or similar brake system.

In connection with agricultural logistics tasks, the most varied of transport journeys have to be managed, which naturally in many cases have to take place on public roads. Such transport trips can be transfer trips for self-propelled machines or machines attached to an agricultural tractor. However, many of these transport journeys are load transports in which, for example, field crops are transported from the field to designated storage sites or for further processing after their harvest, or in which seeds or planting material to be spread, fertilizers to be distributed or pesticides to be applied are carried in tanks or storage containers and brought to their destination shall be.

Typical agricultural trailers can be transport trailers such as loading wagons, slurry transport and distribution trailers, trailed commercial fertilizer spreaders or the like, or work trailers such as large trailed plows, dismantled cutting units from combine harvesters or forage harvesters, trailed seed drills or numerous other agricultural machinery.

While in the more distant past not only the machine and vehicle weights were comparatively low and the driving speeds for these transport journeys on the road were barely more than around 20 to a maximum of 25 km / h, it is not only the vehicles and trailers that are increasing in size and weight increased. The driving speeds that can be achieved with modern agricultural vehicles are now also much higher than in the past. All of these factors together contribute to the fact that the performance and reliability of the brake systems used today have to be made significantly more demanding than was the case in the past.

While trailers that are moved with small axle loads and that are moved at a relatively low speed can also be operated without their own brake systems, since the necessary deceleration is achieved by braking the towing vehicle, this is the case at higher speeds and / or larger axle or trailer loads of the trailer is not a sensible option because there is a risk of overloading the service brakes of the towing vehicle. In addition, there is a risk that the tractor unit will be pushed over with higher axle and trailer loads, which results in a considerable risk of accidents.

In commercial vehicle construction, pneumatic brake systems are used that have manual brake force actuators to vary the brake pressure as a function of the load. Such brake force actuators are also used in agricultural transport. Such systems have handheld controllers with predefined switching positions (e.g. for the load statuses "empty", "half-full" and "full"), which must be readjusted manually by the operator if the load status changes. Furthermore, pneumatic brake systems are used that have an automatic load-dependent brake force control. The technical condition for this, however, is that there is a facility on the vehicle that allows a technical determination of the load level. This is usually done by tapping the compression of the vehicle suspension or something similar. The use of a suspension is, however, in certain types of work machines, e.g. of seed drills technically not possible or useful In addition, there is no other way of accessing the load status, as this e.g. the tightness of containers of field sprayers can be negatively influenced. Since there is no input manipulated variable for a conventional, automatically load-dependent brake force controller in trailers without suspension springs, the use of a known conventional brake force controller remains a sensible option, which, however, requires manual specification of the load status, in particular to limit the brake force practically when the load is less than the maximum permissible load or when the trailer is empty.

In principle, such a brake force actuator functions like a pressure relief valve, i.e. it cuts off the applied pressure at a certain value so that the wheels of the lightly loaded or empty trailer do not tend to overbrake. When the trailer is fully loaded, the brake force controller can fulfill its purpose, since the trailer brake valve controls the braking intensity and the maximum value of the brake force controller, which can be changed by manual specification, limits the maximum brake pressure if necessary in order to prevent the undesired overbraking of the trailer wheels, which is detrimental to driving stability.

Problems can arise in particular when the trailer is lightly loaded or empty, the corresponding manual setting of the braking force control being selected, and when at one such setting, the towing vehicle is braked with significantly less than the maximum possible deceleration, that is, when the driver operates the brake only with moderate or lower pedal pressure. Since the brake pressure of the trailer brake valve is always regulated in relation to the supply pressure and the brake force actuator cuts the pressure, the braking force can easily overbrake or the wheels can lock. Thus, there is always the risk that the trailer cannot be braked within the desired limits when braking with less intensity. On the other hand, especially unbraked trailers or those with inaccurate setting of the braking force adjuster can “push” onto the towing vehicle when braking harder.

These braking value ranges, which are to be achieved with different braking intensities, are also referred to as braking bands to be adhered to. More precisely, a brake band denotes a specification of the bandwidth for the pressure increase in the brake system as a function of the deceleration.

Not only the higher trailer masses and driving speeds lead to increased demands. Compatibilities must also be taken into account, because not all older tractors can be operated with newer trailers without any problems, which also applies the other way round - new tractor and older trailer. In accordance with the applicable EU regulation 167/2013 and the related regulation (EU) 2015/68 on brake systems (RVBR), the brake systems of tractors and trailers must meet certain criteria, which is ultimately aimed at increasing road safety. In accordance with these currently applicable European regulations, the brake band, the specification of the band width for the pressure increase depending on the deceleration, has been redefined. An important aspect that has to be considered here is that this brake band is designed in accordance with the applicable ordinance for trailers with a suitability for speeds of at least 40 km / h or more.

In principle, an electronic system to prevent the wheels from locking when braking harder, a so-called EBS braking system, could prevent undesired locking of the trailer's wheels, which would achieve the desired safeguarding of driving safety under almost all operating conditions that occur in practice.

Another problem can be that a large number of equipment options are usually available for agricultural work machines, although it is also quite common in practice for machines to be expanded with additional equipment several times during their product life. Since the addition of additional equipment can have a significant influence on the total weight of the machine as well as on the center of gravity and the weight distribution, in these cases it is necessary to adjust the control of the braking system.

Since the above-mentioned electronic EBS brake systems are usually relatively cost-intensive, difficult to retrofit due to the indispensable system integration and are also relatively susceptible to failure in agricultural use due to the necessary sensor components, the present invention has set itself the task of creating a comparatively simple and therefore also To provide a cost-effective system for pneumatic trailer brakes or a pneumatically operating trailer brake system that requires only a few additional components compared to known pneumatic brake systems, so that existing pneumatically operating brake systems can be retrofitted easily and with little assembly effort, if necessary, and proportional control of the pressure to be applied as a function of the loading condition and thereby dispensing with a technically complex input manipulated variable for recording the loading condition n.

In addition, another aspect of the task is that the brake system should be designed in such a way that it can be readjusted as flexibly and simply as possible at any time.

These objects are achieved with the subjects of the independent claims. Features of advantageous developments of the invention can be found in the respective dependent claims.

To achieve the stated object, the present invention proposes a pneumatic pressure brake system for a trailer with the features of the independent claim, wherein this brake system can be provided in particular for a trailer that can be used or is used in agriculture.

In the brake system according to the invention, a mechanically controlled, automatically load-dependent brake force regulator is provided for the braking force-dependent specification of an actuating force of at least two wheels of a trailer axle associated with brake cylinders. Here, an input manipulated variable for load-dependent variation and / or throttling of a control pressure can be used Brake cylinder are specified manually, in particular as a function of a load condition of the trailer. Since the trailer on which the braking system is used does not normally have any suspension, there is no conventionally available input variable for the automatically load-dependent braking force regulator, such as could be derived from the pressure values of bellows or the compression of the axle suspension of suspended trailers.

Instead, the load status of the vehicle is adjusted manually by means of a mechanical adjusting lever of the LSV and not picked up by the compression of a vehicle suspension.

For this purpose, it is provided according to the invention that a link is attached to the ALB or in the vicinity of the ALB, with which the lever position required for the respective load condition of the vehicle can be read.

The link and adjusting lever are preferably designed in such a way that the desired lever position can be fixed, so that an undesired change in the lever state can be excluded. The link is particularly preferably designed in such a way that it is attached via a simple and detachable mechanical connection. The angle of the setting lever required for the respective load conditions (e.g. empty / half full / full) can be calculated depending on the weight. It is therefore possible to define the required scenes in advance for equipment-dependent axle load ranges of a series. In this way, when expanding the equipment of a machine, it is possible to simply dismantle the old backdrop and assemble a backdrop that is suitable for the new total weight of the machine.

A sensible design of the brake system can, for example, provide that the supply pressure above four bar can be reduced to a control or switching pressure between about two to about four bar by means of the manually adjustable, automatically load-dependent brake force regulator, the so-called ALB.

The present invention further relates to an agricultural cargo trailer or to a similar or comparable trailer which has at least one axle and at least one braked wheel and which is equipped with a pneumatic or hydraulic pressure braking system according to one of the previously described design variants is. Optionally, this agricultural cargo trailer can also have at least two axles and at least four braked wheels. In addition, the use of the braking system according to the invention offers the advantages mentioned, especially if the agricultural cargo trailer is one in which the at least one axle is unsprung compared to a structure, since here the input variable that is usually present for the load-dependent and load-dependent variation of the Brake pressure is missing.

Finally, the invention also encompasses an agricultural train set, comprising an agricultural tractor and an agricultural load trailer attached to it and thus mechanically and pneumatically coupled, as defined above, which is equipped with a pneumatic or hydraulic pressure brake system according to one of the previously described design variants Is provided.

• 1 zeigt ein schematisches Pneumatikschaltbild eines erfindungsgemäßen Bremssystems für einen Anhänger oder für eine landwirtschaftliche Arbeitsmaschine.
• 2A zeigt eine Ausführungsvariante eines Bremsmoduls, umfassend ein Gehäuse mit darin befindlichen Komponenten der Bremsanlage gemäß 1 sowie einen außen am Gehäuse angeordnet Stellhebel mit Kulisse.
• 2B zeigt einen Innenaufbau des Bremsmoduls gemäß 2A mit seinen einzelnen Komponenten und ohne Gehäuse.
• 3 zeigt in zwei Darstellungen eine Kulisse des Bremsmoduls gemäß 2A, die in Zusammenwirkung mit einem Stellhebel eine leichte Anpassung eines maximalen Bremsdrucks in Abhängigkeit von einem Beladungszustand ermöglicht.

In the following, exemplary embodiments are intended to explain the invention and its advantages in more detail with reference to the accompanying drawings.

• 1 shows a schematic pneumatic circuit diagram of a braking system according to the invention for a trailer or for an agricultural machine.
• 2A shows a variant embodiment of a brake module, comprising a housing with components of the brake system located therein 1 as well as an adjusting lever with a gate arranged on the outside of the housing.
• 2 B FIG. 10 shows an internal structure of the brake module according to FIG 2A with its individual components and without a housing.
• 3 shows in two representations a backdrop of the brake module according to 2A which, in cooperation with an adjusting lever, enables a maximum brake pressure to be easily adjusted as a function of a load condition.

The embodiment shown is only intended to represent a practically applicable example of how the braking system according to the invention can be configured, but is not intended to represent a final limitation.

The 1 shows a schematic pneumatic circuit diagram of a useful embodiment of a brake system according to the invention in the form of a compressed air brake system for a trailer, which can be provided in particular for agricultural use, or for a towed agricultural machine. Since such an agricultural work machine or such an agriculturally used trailer typically does not have any suspension on its two or three axles, an essential manipulated variable for controlling one is normally missing used automatically load-dependent brake force regulator, as it should also be used in the present brake system. However, it is combined here with an additional manually adjustable brake force regulator, with the aid of which the non-existent manipulated variable can be simulated manually.

The entire brake system, which is also referred to here as the brake system, is denoted here by the reference number 10 marked. The agricultural work machine or the agricultural trailer itself cannot be seen in the illustration, nor is the towing vehicle with which the work machine or the trailer can be coupled mechanically, hydraulically and pneumatically and typically also electrically. The other components that can be seen on the circuit diagram are explained below in terms of their function and their interaction with one another.

The reference number 12 referred to in the 1 a control pressure connection, which in practice is often referred to as "coupling head yellow" and is color-coded accordingly. Via this first pressure connection 12 with a downstream air filter is the pneumatic braking system 10 with control pressure 14th supplied, which is used to actuate the wheel brake valves explained in more detail below.

Another pneumatic interface of the braking system 10 is through a second pressure connection 16 formed as the supply pressure connection 16 functions and is also referred to as such in the broader context. In practice, this supply pressure connection is used 16 also known as “coupling head red” and can be color-coded accordingly. Also this second pressure connection 16 an air filter is connected downstream. The second pressure connection 16 serves to supply the supply pressure 18th .

Both the first pressure connection 12 as well as the second pressure connection 16 can in practice, for example, by using standardized coupling heads accordingly DIN ISO 1728 be executed.

Via a hose line 20th is the first pressure connection 12 with an automatically load-dependent brake force regulator 22nd coupled, which in the present context is also known as ALB 22nd referred to as. Thus, via the first pressure connection 12 or via the "yellow coupling head" and the ALB 22nd a defined and adjustable control pressure to a connection 4-2 of a trailer brake valve 24 be transmitted.

As hose lines 20th Pneumatic lines that correspond to DIN 74310 are suitable, for example.

The automatic load-dependent brake force regulator 22nd has one in the 2A and 2 B backdrop explained in more detail 26th with lever on. Using the with the backdrop 26th interacting control lever can, if necessary and depending on the load condition of the vehicle or the trailer, the control pressure 14th can be regulated or reduced to achieve the desired braking properties of the pneumatic braking system 10 to reach.

Via another hose line 20th is the second pressure connection 16 or the "coupling head red" on one connection 4-1 of the trailer emergency valve 24 connected. This connection 4-1 is located on a double release valve 28 the service and parking brake and is used to supply the double release valve 28 with the supply pressure 18th for feeding a pressure vessel 30th . At the second pressure connection 16 applied supply pressure 18th is through the trailer emergency valve 24 over the connection 4-3 the pressure vessel 30th filled.

On the pressure vessel 30th is a drain valve 32 as well as a test connection 34 recognizable. This test connection can, for example, correspond to ISO 3583: 1984.

A brake line 36 the service brake runs from a connector 4-4 of the trailer emergency valve 24 to the membrane parts of the spring brake cylinder 38 and 40 . The pressure required to ventilate the spring accumulators in the brake cylinders 38 and 40 is branched off from the supply line. The air passes through the double release valve 28 the service and parking brake to a two-way valve 42 and from there into the spring-loaded part of the brake cylinder 38 and 40 . In this way the spring pressure is relieved and the parking brake is released.

In order to prevent the brake from being overloaded by the simultaneous action of the actuating forces of the parking and service brakes, the brake line is essential 36 the service brake also via the two-way valve 42 with the spring-loaded parts of the brake cylinder 38 and 40 connected. This allows the compressed air to enter the respective spring-loaded part of the brake cylinder 38 and 40 flow and open it while the service brake is activated.

The service brake is actuated by the fact that when control pressure is applied to the connection 4-2 and the supply pressure at the connections at the same time 4-1 or 4-3 of the trailer emergency valve 24 the brake cylinders 38 and 40 via the discharge connection 4-4 be fed with operating pressure. That or the ALB 22nd regulates the trailer emergency valve 24 available control pressure depending on the selected position of the control lever (see. 2 ). Here is the use of different backdrops 26th with pre-defined locking points for the control lever for the respective weight status of the machine. On the trailer emergency valve 24 Then there is a further regulation of the height of the brake cylinder 38 and 40 operating pressure to be output depending on the respective incoming control pressure.

If the control pressure is not applied and the supply pressure is applied at the same time, there is no braking, so that in this operating state only the pressure vessel 30th is fed. If the supply pressure is not applied, the service brake is applied. Via the double release valve 28 the service brake and parking brake, the service brake can be released as required.

The activation of the parking brake is explained below. With disconnected control and supply lines 12 and 16 and the supply pressure still present, the machine is still braked via the service brake. Should the braking be done via the spring accumulator of the brake cylinder 38 and 40 the spring accumulators must be via the double release valve 28 the service and parking brakes are bled. If the pressure in the pressure vessel drops 30th , the spring accumulators of the brake cylinders begin 38 and 40 falling slowly from a certain pressure limit value; the parking brake is engaged. This pressure limit value can be around 4.8 bar, for example.

If the parking brake is to be released when the supply pressure is not connected, the pressure tank must 30th sufficiently filled and the double release valve 28 the service and parking brakes can be operated manually. There is insufficient pressure in the pressure vessel 30th available, the spring accumulators can optionally be installed on the brake cylinders via a mechanical device 38 and 40 be solved.

For the sake of simplicity, the 1 only two brake cylinders 38 and 40 an axle of the trailer or the pulled agricultural machine, the or the optionally two or three axles, each with the wheels of all axles associated with the same type of brake cylinder 38 or. 40 may have, in a corresponding manner from the ALB 22nd can be applied with variably adjustable brake pressure. The brake cylinders 38 and 40 ensure that the wheel brakes of the trailer (not shown here) or the agricultural machine (also not shown here) are actuated evenly and depending on the respective control pressure.

The two schematic perspective views of the 2A and 2 B show an exemplary embodiment of a brake module 44 with a housing 46 , in which the trailer emergency valve 24 with his in 1 explained connections and the ALB 22nd are housed in the immediate vicinity. While the view of the 2A the closed case 46 shows, clarifies the 2 B the spatial arrangement of the ALB in a partially transparent representation 22nd and the trailer emergency valve 24 within the brake module 44 .

Both views also show the backdrop mentioned above 26th that have multiple snap points 48 for a pivoting control lever 50 offers so that it can be brought into various defined positions by the snap-in points 48 the backdrop 26th are given. Depending on the selected position of the adjusting lever 50 is in the ALB 22nd that of the neighboring trailer emergency valve 24 provided control pressure regulated.

The exchangeability of the scenes is particularly advantageous 26th , each differently arranged snap-in points 48 can have. This makes it possible in a very simple way by using different scenes 26th each with differently positioned snap-in points 48 to adapt to the different weight conditions of the machine. According to the differently positioned snap-in points 48 can the lever 50 be brought into the appropriate positions. On the trailer emergency valve 24 Then there is a further regulation of the height of the brake cylinder 38 and 40 operating pressure to be output depending on the respective incoming control pressure.

The trailer or the agricultural work machine, which is intended in particular for agricultural use and which typically has no suspension on one axle or on two or three axles, can be used due to this structural deviation from goods transport trailers such as those used for road transport of goods, that in the brake system according to the invention 10 used trailer emergency valve 24 provide a meaningful manipulated variable, as it can normally be derived and tapped from the spring pressure of a spring bellows, provided the trailer is equipped with air suspension with bellows, for example. Instead, the trailer emergency valve is used 24 in the manner shown with the upstream manually adjustable ALB 22nd with the help of which the manipulated variable that cannot be derived from the pneumatic pressure of the bellows of the loaded or unloaded trailer can be simulated manually.

As a result, by means of the embodiment variant shown, the brake system according to the invention 10 be guaranteed that by corresponding settings of the ALB 22nd which has to be based on the respective load of the trailer, the wheels of the trailer remain in the prescribed brake band even when braking with different strengths. You can also change the backdrop 26th the setting values can be adapted to different designs and / or equipment variants of the machine.

The two representations of the 3A and the 3B show the already based on the 2A and 2 B illustrated backdrop 26th of the brake module 44 , their differently positioned snap-in points 48 in cooperation with the control lever 50 (see. 2A and 2 B) enable a quick and easy adjustment of the maximum brake pressure depending on a load condition.

The scenery 26th is available as a replaceable metal sign 52 designed so that different metal signs 52 each with different backdrops 26th also in each case different positions and / or distances of the locking points 48 can offer. Possibly. could even be in different settings 26th more than the three snap points shown 48 be provided so that the control lever 50 For example, it can also be brought into four or five different positions for different loading conditions of the vehicle or trailer or the agricultural machine.

As is the perspective view of the 3A and the front view of the 3B can be seen is the left snap-in point 48 a symbol for a fully loaded vehicle or for a fully loaded trailer or for a fully loaded agricultural machine is assigned. The middle of a total of three in the backdrop 26th existing snap-in points 48 is a symbol for an approximately half-loaded vehicle, a half-loaded work machine or a half-loaded trailer, while the right locking point is a symbol for an unloaded or only lightly loaded trailer or an unloaded or only lightly loaded agricultural work machine or a not or only lightly loaded vehicle is assigned.

The invention has been described with reference to a preferred embodiment. However, it is conceivable for a person skilled in the art that modifications or changes can be made to the invention without departing from the scope of protection of the following claims.

List of reference symbols

10

Brake system, air brake system, pneumatic brake system

12

first pressure connection, control pressure connection ("coupling head yellow")

14th

Control pressure

16

second pressure connection, supply pressure connection ("coupling head red")

18th

Supply pressure

20th

Hose line

22nd

Automatic load-dependent brake force regulator, ALB

24

Trailer emergency valve

26th

Backdrop

28

Double release valve, double release valve of the service and parking brake

30th

Pressure vessels, pressure vessels

32

Drain valve

34

Test connection

36

Brake line

38

Brake cylinder

40

Brake cylinder

42

Two-way valve

44

Brake module

46

casing

48

Snap-in points

50

Control lever

52

Metal sign, exchangeable metal sign

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Non-patent literature cited

• DIN ISO 1728 [0030]

Claims (14)

Brake system (10) working with pressure, preferably with pneumatic pressure working brake system (10) for a trailer, in particular for a trailer that can be used or used in agriculture, or for an agricultural machine in which a trailer brake valve (24) is used for the braking force-dependent specification of an actuating force of at least Brake cylinders (38, 40) assigned to two wheels of a trailer or machine axle are provided, an input manipulated variable for the load-dependent variation and / or throttling of a control pressure of the wheel brake cylinders (38, 40) being able to be specified manually by means of an adjustable, automatically load-dependent brake force controller (22), in particular depending on a load condition of the trailer or the agricultural machine. Brake system (10) Claim 1 , in which the especially pneumatically controlled trailer brake valve (24) is preceded by a manually adjustable, automatically load-dependent brake force regulator (22) which provides a manually adjustable variation, in particular a stepped or variable limitation of the control pressure (14) made available to the trailer brake valve (24) as an input control variable enables. Brake system (10) Claim 2 , in which the input manipulated variable for controlling the trailer brake valve (24) can be varied by means of the upstream automatic load-dependent brake force controller (22). Brake system after Claim 2 or 3 , in which the automatically load-dependent braking force regulator (22) has a manually pivotable or displaceable adjusting lever (50) which can be displaced or pivoted along a link (26), the several locking points (48) for defining several discrete positions of the adjusting lever (50) and has associated pressure control ratios. Brake system after Claim 4 , in which the link (26) is interchangeably arranged on a housing (46) of a brake module (44) containing at least the automatically load-dependent brake force regulator (22), with different links (26) each differently positioned locking points (44) for varying the setting lever (50) have defining positions or pivot positions. Brake system after Claim 4 or 5 , in which different exchangeable scenes (26) are assigned to different equipment and / or load conditions of the trailer or the work machine. Pulled agricultural work machine which has at least one axle and at least one braked wheel, and which has a brake system (10) operating with pneumatic pressure according to one of the Claims 1 to 6th Is provided. Pulled agricultural working machine which has at least two axles and at least four braked wheels and which has a brake system (10) operating with pneumatic pressure according to one of the Claims 1 to 6th Is provided. Pulled agricultural work machine in which the at least one axle is unsprung with respect to a structure and / or in which there is no possibility of automatically detecting a fill level or load condition of the work machine. Train combination comprising an agricultural tractor and an agricultural working machine attached to it and thus mechanically and pneumatically coupled according to one of the Claims 7 to 9 with a pneumatic pressure brake system (10) according to one of the Claims 1 to 6th Is provided. Agricultural cargo trailer which has at least one axle and at least one braked wheel and which has a brake system (10) operating with pneumatic pressure according to one of the Claims 1 to 6th Is provided. Agricultural cargo trailer which has at least two axles and at least four braked wheels and which has a braking system (10) working with pneumatic pressure according to one of the Claims 1 to 6th Is provided. Agricultural cargo trailer in which the at least one axle is unsprung in relation to a body and / or in which there is no possibility of automatically detecting a fill level or load status of the trailer. Train combination comprising an agricultural tractor and an agricultural cargo trailer attached to it and thus mechanically and pneumatically coupled according to one of the Claims 11 to 13 with a pneumatic pressure brake system (10) according to one of the Claims 1 to 6th Is provided.

Images